Internal-combustion engine.



J. F. BRICE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AU(i .2. 1913.

LMQ WSB latented Aug. 10, 1915.

ITED ST 1 JOHN FRANCIS BRICE, OF BENSALEM, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

AppIication filed August 2, 1913.

To all to]? out it may concern Be it known that I, JOHN FRANCIS Blues, a citizen of the United States, and a resident of Bensalem, in the county of Bucks and State of Pennsylvania, have invented new and useful Improvements in Internal- Combustion Engines, of which the following is a full, clear, and exact description.

The invention relates to internal combustion engines of the two-cycle type in which the explosive charge is compressed in the crank case, and its object is to provide certain new and useful improvements in this class of internal combustion engines whereby regularity of operation throughout a wide range of speeds and under all variations of the throttle is obtained and the working chamber is completely scavenged of the products of combustion once in each revolution.

In order to accomplish the desired result use is made of means for admitting the explosive mixture to the crank case prior to the admission of a cushion of air to the transfer passage, and means. for admitting the cushion of air into the cylinder for scavenging purposes ahead of the explosive mixture.

A practical embodiment of the invention is represented in the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a central cross section of the internal combustion engine provided with the improvements, the section being on the line 1-1 of Fig. 4 and the piston being in lowermost position, the piston being shown in elevation with part broken out to show a passage therein; Fig. 2 is a like view of the same with the piston nearing the uppermost position; Fig. 3 is a similar view of the same with the piston in uppermost position; and Fig. 4 is a sectional plan View of the same on the line 4-1 of Fig. 3.

In the cylinder A of an internal combustion engine of the two-cycle type reciprocates a piston B connected by a pitinan C with the crank D of the engine shaft E extending through the closed crank case F connected with the lower end A of the cylinder A. The upper end or working chamber A of the cylinder A is provided with a suitable ignition device G to ignite the explosive charge in the usual manner.

The lower end A of the cylinder A is Specification of Letters Patent.

Patented Aug. 10, 1915..

Serial N 0. 782,657.

providedwith an admission port a connected by a pipe H with a source of explosive mixture supply, and this admission port a is normally closed by the piston B and is uncovered when the piston B moves into uppermost position. An exhaust port 6 connects the working chamber A of the cylinder A with an exhaust pipe I leading to a suitable place 'of discharge, and the working chamber A is also provided with a transfer port 0 arranged approximately opposite the exhaust port I) and connected by atransfer passage J with the interior of the crank case F.

A fourth port (Z is arranged in the cylin der A adjacent the transfer port 0, that is, immediately below the same, and this transfer port (I is normally closed by the piston B and is adapted to be connected with the transfer port 0 by a passage B formed in the side of the piston B near the lower end thereof.

The operation is as follows: When the engum is running and the piston B nears its uppermost position, as shown in Fig. 2, then the port a is uncovered by the piston to allow an explosive charge to pass into the lower end A of the cylinder A and the crank case F, and immediately after this the passage B connects the fourth port (1 with the transfer port 0 to allow fresh atniospheric air to pass by' way of the said port 03, passage B and transfer port 0 into the transfer passage J. During the following down-stroke of the piston B the transfer port 0 and the fourth air port d are disconnected and the admission port a is closed so that the explosive charge in the crank case F and the fresh air in the transfer passage J are compressed, and when the piston B moves into lowermost position it first uncovers the exhaust port Z) to allow the products of combustion to pass out of the working chamber A and this movement of the products of combustion is accelerated by the compressed air in the trans fer passage J now passing into the working chamber A on the piston B uncovering the c and b are closed to compress the new charge in the working chamber A and when the piston nears the end of its upward stroke the port a is uncovered ahead of connecting the ports (Z and c with each other, as will be readlly understood by comparison of Figs. 2 and 3, in which Fig. 2 shows the ports partly uncovered prior to connecting the air admission port d with the transfer port 0. By this arrangement a double purpose is accomplished, namely, first, drawing into the crank case a charge of the explosive mixture while the piston is still under a forceful suction action and irrespective of the position of the throttle, and, second, admitting air into the upper end of the transfer passage subsequent to the admission of the explosive charge 'into the crank case to make up for the deficiency in the volume of the explosive mixture supplied to the crank case and to locate the atmospheric air in the upper portion of the transfer passage for the air to pass into the working chamber of the cylinder ahead of the explosive mixture for scouring purposes on the next downward stroke of the piston.

From the foregoing it will be seen that no matter how little the throttle is open the suction in the crank case begins to draw in the explosive mixture prior to admitting air into the transfer passage and the amount of air subsequently supplied makes up for the deficiency in volume of explosive mixture supplied during the suction stroke of the piston. a very desirable flexibility is obtained whereby the engine can be throttled to any desired degree without any progressive diminution in the amount of explosive mixture at each stroke.

It will be seen that as the engines speed diminishes in response to partial closing of the throttle, the length of each time interval, wherein the suction acts only to effect an intake of explosive mixture before the. air

By the arrangement described engine speed and hence the engine is'not' liable to come to a standstill It isfurther understood that by the arrangement described atmospheric air is compressed and passed unmixed into the working chamber for scouring purposes ahead of the charge of the explosive mixture, and in order to successfully obtain the result it is imperative that the atmospheric air does not reach the crank case but is confined within the transfer passage.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. The combination in an internal combustion engine, of a cylinder, a crank case in which the explosive charge is primarily compressed, a transfer passage connecting said cylinder with said crank case, and means for admitting an explosive charge to the crank case prior to the admission of a cushion of air to the transfer passage.

2.' The combination of a cylinder having a working'chamber, a crank case in which the explosive charge is primarily compressed, a transfer passage connecting said working chamber with said crank case, means for admitting an explosive charge to the crank case prior to the admission of a cushion of air to the transfer passage, and means for admitting the said cushion of air to the working chamber ahead of said explosive mixture.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

. JOHN FRANCIS BRICE. Witnesses:

T1 1110. G. Hos'rrm, Jr., P1111111 D. ROLLHAUS.

copies of thin patent may be obtained for live cents each, by addressing the Commissioner 01 Ifetents Washington, D. Q. 

